Motor-vehicle.



PATENTED AUG. 4, 1903. R. H. HASSLER.

MOTOR VEHICLE.

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MOTOR VEHICLE.

APPLICATION FILED JAN. 15, 1901. RENEWED JAN. 1a, 1903. NO'MODEL. a SHEETS-SHEET 2.

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WITNESSES: fip VENTOR. Wm BY ATTORNEY.

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PATENTED AUG. 4, 1903.

R. H. HASSLER. MOTOR VEHICLE: APPLICATION FILED an. 15, 1901. RENEWED JAN. 13. 1903.

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WITNESSES:

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UNITED STATES Patented August 4, 1903.

l PATENT Grinc MOTOR-VEHICLE.

SPEGIFIGATIONforming part of Letters Patent No. 735,370, dated August 4, 1903. Application filed ma 15.1901. Renewed January 13, 1903. Serial No. 138.829. (No model.)

To allwhomit nmyl concerm Be it known that 1-, JROB ERTLH. HAssLs a citizenof the UnitedStates,.residing at Indianapolis, in the countyofMarion andState of Indiana, have invented certain new and useful Improvements in MotorSuspension for also the shocks due to'starting the motor or applying the brake will be absorbedby the springs and not transmitted to the body.

A further object of the invention isacompact and convenient arrangement of the parts.

In the accompanying drawings, Figure 1 is a side view of the vehicle with body and front wheel broken away. "Fig. 2 is a view of the. vehicle from the rear. Fig. 3 is a partial sectional view along the line at y of Fig. 1. Figs. 4 and 5 are sectional views, on an enlarged scale, of the shackles, Fig. 4 being taken along the line 4 tot Fig. 5 and Fig. 5 being taken along the line 5 5 of Fig. 4:.

Like letters of reference refer to like parts in the different figures. I

The parts B B, consisting of dish-shaped castings, perform the combined functions of gear-case, motor-hanger, and axle arch'. To I I the part B arebrazed three lengths of tubing 0', c and of, which convergein and are brazed to the cluster-casting F. To the part B are brazed three similar lengths of tubing, which converge in and are brazed to the clusteroasting Fl. These clustercastings carry spring-seats q q, to which are fastened the two rear elliptic springs K K. by means of the'clips M M. Through the tubes 0 0 pass the driving-shafts H H, rotating in bearings 72/, h h, and h. outer ends of these shafts are securely keyed and fastened the rearhubs G G, carrying the driving-wheels I I. To the inner ends of'the driving-shafts are keyed and fastened the bevel-gears P P, which engage with the small bevel-pinions P P S is the large driving-gear carrying the small bevel-pinions P P and journaled on the driving-shafts just outside the two bevelgears. This arrangement of bevel-gears;

(Not shown.) To the of independent springs to the body.

my arrangement the swing of themotor is knownasf di tferential, enablesthedriving- Wheels to run at different speeds in turning corners andis well understood by those familiar with the art. i i

A isthe motor with its armature-shaft T, with journals 0' e To the shaftT are keyed the driving-pinion R inside the gear-case, en-

gaging with. the gear S and also the brakedrum a, outside the gear-case. The braking action is efiected by means of the band b b,

'which' is tightened on the drum by means of the leversjjik. The motor is securely bolted to the gear-case by means of cap-screws old.

The upper portions of the elliptic springs K K- are attached by means of clips LL to the spring-bars E E, which are securely bolted to the rear end of the body.

D is a cross-spring running transversely of the body. I prefer it with one or more leaves on its under side. Its middle portion is attached tothe under side of the body by means of clips 0 O. The ends of the cross-spring D are connected by means of shackles to the forward eyes of the rear elliptic springs, as shown at U U, Each shackle consists of a piece W, drilled at right angles, bars or links U U, and the bolts that hold them together, all as shown inFigs. 4 and5.

There is no perch or reach rod connecting the front and rear axles of the vehicle.

When the vehicle is running forward, the motor tends to rise and the ends of the crossspring arepress'ed up. When the brake is applied, the motor tends to go down and the ends of the cross-spring and its lower leaf are pulled down by the action of the motor through the medium ofthe elliptic springs.

In order to limit the swing of the motor due to its torque and weight, itis usual in motors hung on the axle to connect the free end of the motor to a perch, frame, or by mweianls counteracted indirectly by the combined action of the cross spring and the two elliptic springs that support the body. In this way all fastenings, springs, rubber cushions, or any other devices for directly limiting the swing and play of the motor are dispensed with altogether. This method gives great flexibility to all parts, and owing to the absence of any direct connection between the body and the forward end of the motor the unpleasant vibration of the gear-wheels is not transmitted to the body. I Vhen the vehicle is driven over rough roads, both the body and the motor oscillate vertically, owing to their inertia and to the irregular torque of the motor. With this method of suspension these vertical oscillations of the motor and the body are independent of each other, and this independence conduces greatly to the easy-riding qualities of the vehicle.

The form of construction that I find to be best suited to the above-described method of motor suspension is that of a truss or system of tubes containing the driving-shaft journals and having its central portion forming the combined motor-hanger, gear-case, and axle-arch.

Inasmuch as the entire driving and braking system is connected with the body at only two points-namely, the parts q q of the cluster-cast-ingsit is necessary that great stiffness be secured between these cluster-castings and the motor. I obtain this stiffness by means of tubes, above described, that extend from the periphery of the gear-case to the cluster-castings. Inasmuch as the gear-case is fastened and braced with three tubes on each side I am enabled by holding the motor to the gear-case to distribute the strains due to the driving and braking torque of the motor-shaft uniformly over the truss and equally on each side.

While I prefer the form of truss here shown and described when minimum cost of production is not a controlling element of manufacture, I am aware that rigid trusses may be made in various'other forms at less cost, and I therefore do not desire to limit this invention to any certain construction of truss.

Having described the invention, I claim 1. Ina motor-vehicle, a body, a supportingtruss containing journals, driving-shafts runningin thejournals and actuating the vehiclewheels and driven by means of a gear-wheel, an electric motor secured to the truss, a pinion on the motor-shaft engaging with the gear, springs supporting the body on the truss, and a cross-spring having one portion attached to the body and other portions attached at the ends of the first-mentioned springs.

2. In a motor-vehicle, a body, a supporting truss containing journals, driving-shafts runningin the journals and actuating the vehiclewheels and driven by means of a gear-wheel, a gear-case protecting the gear-wheel and forming a portion of the truss, an electric motor secured to the gear-case, a pinion on the motor-shaft engaging with the gear, springs supporting the body on the truss, and an auxiliary spring having one portion attached to the body and other portions attached to the ends of the first-mentioned springs.

In witness whereof I have hereunto set my hand and seal, at Indianapolis, Indiana,this 10th day of January, A. D. 190 1.

ROBERT H. HASSLER. [L. s.]

Witnesses:

JOSEPH A. MINTURN, S. MAHLON UNGER. 

